A seismic isolation bearing for a bridge

Abstract

The present invention belongs to the technical field of bridge accessories, and in particular relates to a seismic isolation bearing for bridges, comprising an upper seat plate and a lower seat plate, the interior of the lower seat plate is hollow, and also comprises a clamping arm, the number of the clamping arms is at least two and the clamping arms are located inside the lower seat plate and hinged to the lower plate seat; the clamping arm is fitted with the upper seat plate; a chassis, the side wall of the chassis is provided with a through hole, and the clamping arm is placed inside the through hole; an adjustment block, the adjustment block is located in the chassis and hinged to the clamping arm, and the interior of the adjustment block is hollow; a natural rubber block, the natural rubber block is located between the chassis and the upper seat plate and fixedly connected; a connecting column, one end of the connecting column is clamped with the adjustment block, and the other end is fixedly connected to the upper seat plate. The present invention is provided with a clamping arm and an adjustment block, and through the cooperation of the clamping arm, the adjustment block and the chassis, the bridge's own gravity can be used to achieve lateral shock absorption for the bridge.

Description

Technical Field

[0001] The invention belongs to the technical field of bridge accessories, and in particular relates to a seismic isolation bearing for a bridge. Background Art

[0002] The development of bridge bearings in my country began in the 1960s. In the early days, bridge bearings mainly adopted the concept of "static design", that is, the resistance to earthquake forces was achieved by increasing the structural dimensions of the bearings themselves; this resulted in complex bearing structures and poor shock absorption and seismic resistance effects.

[0003] By the 1980s, in order to improve the seismic performance of bridge bearings, my country developed some shock-absorbing and seismic isolation bearings, such as lead rubber bearings, which improved the seismic performance of bridges compared to "static design".

[0004] However, the existing bridge shock-absorbing bearings can generally only perform longitudinal shock absorption, and the lateral shock absorption and earthquake resistance effect is poor. When the bridge shakes, it cannot perform good shock absorption, which will cause damage to the bridge and even cause the bridge to tilt. Summary of the invention

[0005] The technical problem to be solved by the present invention is that the existing bridge shock-absorbing bearings can generally only perform longitudinal shock absorption, and the lateral shock absorption and earthquake resistance effect is poor. When the bridge shakes, it cannot perform good shock absorption, which will cause damage to the bridge and even cause the bridge to tilt.

[0006] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0007] The present invention provides a seismic isolation bearing for a bridge, comprising an upper seat plate and a lower seat plate, wherein the lower seat plate is hollow inside and comprises:

[0008] Clamping arms, the number of which is at least two and which are located inside the lower seat plate; the clamping arms are in contact with the upper seat plate;

[0009] A chassis, wherein a through hole is formed on a side wall of the chassis, and a clamping arm is placed inside the through hole;

[0010] An adjusting block, the adjusting block is located in the chassis and is hinged to the clamping arm, and the adjusting block is hollow inside;

[0011] A natural rubber block, the natural rubber block is located between the chassis and the upper seat plate and fixedly connected;

[0012] A connecting column, one end of which is clamped with the adjusting block, and the other end of which is fixedly connected with the upper seat plate.

[0013] Preferably, the clamping arm comprises:

[0014] A contact plate, wherein a rubber is provided at the front end of the contact plate;

[0015] A contact rod, wherein the contact rod is hinged to the contact plate and the lower seat plate respectively;

[0016] A connecting rod, one end of which is hinged to the contact rod, and the other end of which is hinged to the adjusting block.

[0017] Preferably, the regulating block comprises a regulating block body and side edges, two of the side edges form a group, and the regulating block body is hollow inside.

[0018] Preferably, the inner diameter of the through hole is larger than the diameter of the connecting rod.

[0019] Preferably, a buffer tube is provided between the contact rod and the chassis, and the buffer tube comprises:

[0020] An outer tube, the outer tube is fixedly connected to the chassis; the interior of the outer tube is divided into a left chamber and a right chamber; the left chamber and the right chamber are connected;

[0021] An inner tube, one end of which extends out of the outer tube and is hinged to the contact rod, and the other end of which is fixedly connected to a piston.

[0022] Preferably, an annular groove is provided inside the chassis, and the annular groove is communicated with the outer tube.

[0023] Preferably, a sliding groove is provided on one side of the contact rod.

[0024] Preferably, one end of the connecting rod hinged to the contact rod is lower than the end hinged to the adjustment block.

[0025] Preferably, bolts are fixedly connected above the upper seat plate.

[0026] Compared with the prior art, the present invention has the following beneficial effects:

[0027] 1. The present invention is provided with a clamping arm and an adjusting block, and through the mutual cooperation of the clamping arm, the adjusting block and the chassis, the bridge's own gravity can be used to achieve lateral shock absorption for the bridge;

[0028] 2. The present invention provides a buffer tube and connects the buffer tube to the clamping arm and the chassis, and an annular groove is opened inside the chassis. Multiple buffer tubes are connected through the annular groove, so that multiple buffer tubes can act simultaneously, further improving the lateral shock-absorbing effect on the bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0030] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0031] Figure 2 It is a schematic diagram of the structure of the chassis, the clamping arm and the adjustment block of the present invention;

[0032] Figure 3 It is a structural schematic diagram of the clamping arm of the present invention;

[0033] Figure 4 It is a structural schematic diagram of the adjustment block of the present invention;

[0034] Figure 5 For the present invention Figure 1 A partial enlarged view of point A in the middle.

[0035] Reference numerals:

[0036] Upper seat plate 1, lower seat plate 2, clamping arm 3, contact plate 31, contact rod 32, connecting rod 33, chassis 4, buffer tube 41, outer tube 42, inner tube 43, annular groove 44, piston 45, adjustment block 5, adjustment block body 51, side 52, natural rubber block 6, bolt 7. DETAILED DESCRIPTION

[0037] The technical solution of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present invention.

[0038] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0039] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features specified as "first" and "second" may explicitly or implicitly include one or more of the said features. In the description of the present invention, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined. In addition, the terms "installed", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection through an intermediate medium, or the internal connection of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0040] The technical problem to be solved by the present invention is that the existing bridge shock-absorbing bearings can generally only perform longitudinal shock absorption, and the lateral shock absorption and earthquake resistance effect is poor. When the bridge shakes, it cannot perform good shock absorption, which will cause damage to the bridge and even cause the bridge to tilt.

[0041] The idea of ​​the present invention to solve the above technical problems is as follows: a natural rubber block 6 is fixedly connected between the upper seat plate 1 and the lower seat plate 2. When the upper seat plate 1 is subjected to longitudinal vibration, the natural rubber block 6 can be used for shock absorption. A connecting column is slidably connected inside the natural rubber block 6, and the upper end of the connecting column is fixedly connected to the upper seat plate 1, and the lower end is convex and clamped with the adjustment block 5. Therefore, when the upper seat plate 1 is pressed downward, the adjustment block 5 is squeezed downward through the connecting column. A clamping arm 3 is hinged on the side wall of the adjustment block 5, and the upper end of the clamping arm 3 is connected to the upper seat plate 1. The seat plate 1 fits well, and when the upper seat plate 1 is subjected to lateral vibration, the clamping arm 3 will be squeezed, and the squeezed single clamping arm 3 will rotate around the hinge with the lower seat plate 2, so that the adjusting block 5 will move upward, and at this time, the adjusting block 5 will squeeze the natural rubber block 6 to achieve a shock-absorbing effect. Conversely, when the upper seat plate 1 is pressed downward, the adjusting block 5 will be squeezed downward through the connecting column, and the adjusting block 5 can also use the above-mentioned structure to make the clamping arm 3 clamp the upper seat plate 1 more tightly, thereby reducing the lateral shaking of the upper seat plate 1.

[0042] In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods;

[0043] like Figure 1 As shown, the present invention provides a seismic isolation bearing for a bridge, comprising an upper seat plate 1 and a lower seat plate 2, wherein the lower seat plate 2 is hollow inside, and further comprising:

[0044] A clamping arm 3, the number of which is at least two, preferably three, the clamping arm 3 being located inside the lower seat plate 2 and hinged to the lower seat plate 2; the upper end of the clamping arm 3 being in contact with the upper seat plate 1;

[0045] A chassis 4, wherein the chassis 4 is placed inside the lower seat plate 2 and the lower surface of the chassis 4 is fixedly connected to the bottom surface of the inner wall of the lower seat plate 2, and a through hole is opened on the side wall of the chassis 4, and the number of the through holes is the same as the number of the clamping arms 3, and the bottom of the clamping arms 3 passes through the through hole;

[0046] An adjusting block 5, the adjusting block 5 is located in the chassis 4 and is hinged to the clamping arm 3, and the adjusting block 5 is hollow inside;

[0047] A natural rubber block 6, wherein the natural rubber block 6 is located between the chassis 4 and the upper seat plate 1 and both ends of the natural rubber block 6 are fixedly connected to the upper surface of the chassis 4 and the lower surface of the upper seat plate 1;

[0048] A connecting column, one end of which is clamped with the adjusting block 5 , and the other end of which is fixedly connected with the upper seat plate 1 .

[0049] like Figure 1 As shown, a natural rubber block 6 is fixedly connected between the upper seat plate 1 and the lower seat plate 2. The interior of the natural rubber block 6 is made of multiple layers of natural rubber and at least two layers of thin steel plates of the same thickness, which are inlaid, bonded, and vulcanized. When the upper seat plate 1 is subjected to longitudinal vibration, it can be damped by the natural rubber block 6. A connecting column is slidably connected inside the natural rubber block 6, and the upper end of the connecting column is fixedly connected to the upper seat plate 1, and the lower end is convex and clamped with the adjustment block 5. Therefore, when the upper seat plate 1 is pressed downward, the adjustment block 5 will be squeezed downward through the connecting column. The clamping arm 3, the upper end of the clamping arm 3 is in contact with the upper seat plate 1. When the upper seat plate 1 is subjected to lateral vibration, the clamping arm 3 will be squeezed. The squeezed single clamping arm 3 will rotate around the hinge with the lower seat plate 2, so that the adjusting block 5 will move upward. At this time, the adjusting block 5 will squeeze the natural rubber block 6 to achieve a shock-absorbing effect. Conversely, when the upper seat plate 1 is pressed downward, the adjusting block 5 will be squeezed downward through the connecting column. The adjusting block 5 can also use the above-mentioned structure to make the clamping arm 3 clamp the upper seat plate 1 more tightly, thereby reducing the lateral shaking of the upper seat plate 1.

[0050] As an embodiment of the present invention, Figure 1 and Figure 3 As shown, the clamping arm 3 includes a contact plate 31, a contact rod 32 and a connecting rod 33. The front end of the contact plate 31 is fixedly connected with rubber, the upper end of the contact rod 32 is hinged to the contact plate 31, the middle part of the contact rod 32 is hinged to the lower seat plate 2, one end of the connecting rod 33 is hinged to the contact rod 32, and the other end passes through the chassis 4 and is hinged to the adjustment block 5.

[0051] exist Figure 2In the embodiment, the contact plate 31 and the contact rod 32 are hinged. When the upper seat plate 1 vibrates laterally, in order to make the contact plate 31 always tightly fit against the surface of the upper seat plate 1, the contact plate 31 and the contact rod 32 are hinged. To prevent the contact rod 32 from rotating as described above, the contact plate 31 will reduce the contact area with the upper seat plate 1. One end of the connecting rod 33 is hinged to the contact rod 32, and the other end passes through the chassis 4 and is hinged to the adjusting block 5, so that the up and down movement of the adjusting block 5 can drive the contact rod 32 to rotate around the hinge with the lower seat plate 2, thereby driving the movement of the contact plate 31.

[0052] Further, as attached Figure 4 As shown, the adjusting block 5 includes an adjusting block body 51 and side edges 52 , two side edges 52 form a group, the connecting rod 33 is hinged to the adjusting block body 51 through the side edges 52 , and the adjusting block body 51 is hollow inside.

[0053] In the attached Figure 4 In the embodiment, two side edges 52 are grouped together, a through hole is provided between each group, a rotating shaft is fixedly connected in the through hole, and the rotating shaft is hinged to the connecting rod 33, so that the movement of the clamping arm 3 driven by the movement of the adjusting block 5 as described above can be realized.

[0054] Further, as attached Figure 2 As shown, the inner diameter of the through hole opened in the side wall of the chassis 4 is larger than the diameter of the connecting rod 33 .

[0055] As attached Figure 2 As shown, as described above, the movement of the clamping arm 3 needs to be driven by the movement of the adjustment block 5, and the connecting rod 33 connects the clamping arm 3 and the contact rod 32, and the contact rod 32 passes through the through hole in the side wall of the chassis 4. Therefore, the contact rod 32 needs to have enough movement space in the through hole to ensure that the above process can be realized, so the inner diameter of the through hole opened in the side wall of the chassis 4 is larger than the diameter of the connecting rod 33.

[0056] Further, as attached Figure 1 and attached Figure 5 As shown, a buffer tube 41 is provided between the contact rod 32 and the chassis 4, and the buffer tube 41 includes an outer tube 42 and an inner tube 43, and the outer tube 42 is fixedly connected to the chassis 4; the interior of the outer tube 42 is divided into a left chamber and a right chamber; the left chamber and the right chamber are connected; the inner tube 43 is located inside the outer tube 42, one end of the inner tube 43 extends out of the outer tube 42 and is hinged to the contact rod 32, and the other end is fixedly connected with a piston 45, an annular groove 44 is provided inside the chassis 4, and the annular groove 44 is connected to the outer tube 42, a sliding groove is provided on one side of the contact rod 32, and the end of the inner tube 43 close to the contact rod 32 moves inside the sliding groove.

[0057] In order to further reduce the vibration of the upper seat plate 1, the present invention provides a buffer tube 41 between the contact rod 32 and the chassis 4, and the buffer tube 41 is filled with damping fluid. Figure 5 As described above, when the contact rod 32 moves to the left, it pulls the inner tube 43 located in the left chamber to move, and the inner tube 43 pulls the piston 45 to move. Since the left side of the piston 45 is filled with damping fluid, the left chamber and the right chamber are connected, so the damping fluid in the left chamber will enter the right chamber through the through hole. This process is slow, so the clamping arm 3 can be damped, that is, the upper seat plate 1 can be damped. Furthermore, since the chassis 4 is provided with an annular groove 44, the annular groove 44 It is connected to the outer tube 42, so the damping fluid on the side of the clamping arm 3 that is under stress will enter the buffer tube 41 on the side that is not under stress or under less stress, which is opposite to the above process, that is, entering the left chamber from the right chamber. The damping fluid will push the piston 45 to move to the side away from the contact rod 32, further increasing the clamping force and reducing the shaking of the upper seat plate 1. After the shaking is reduced, each clamping arm 3 is subjected to the force of the adjusting block 5, so that the damping fluid inside the buffer tube 41 gradually returns to its original state.

[0058] Further, as attached Figure 1 As shown, one end of the connecting rod 33 hinged to the contact rod 32 is lower than the end hinged to the adjustment block 5 , and a bolt 7 is fixedly connected to the top of the upper seat plate 1 .

[0059] exist Figure 1 In the process described above, since the adjustment block 5 moves downward to drive the clamping arm 3 to move or the clamping arm 3 moves to drive the adjustment block 5 to move upward, the end of the connecting rod 33 hinged to the contact rod 32 needs to be lower than the hinged end with the adjustment block 5, so that when the contact rod 32 squeezes the connecting rod 33, the connecting rod 33 can push the adjustment block 5 upward, thereby achieving the above effect.

[0060] Working principle:

[0061] like Figure 1As shown, a natural rubber block 6 is fixedly connected between the upper seat plate 1 and the lower seat plate 2. The interior of the natural rubber block 6 is made of multiple layers of natural rubber and at least two layers of thin steel plates of the same thickness, which are inlaid, bonded, and vulcanized. When the upper seat plate 1 is subjected to longitudinal vibration, it can be damped by the natural rubber block 6. A connecting column is slidably connected inside the natural rubber block 6, and the upper end of the connecting column is fixedly connected to the upper seat plate 1, and the lower end is convex and clamped with the adjustment block 5. Therefore, when the upper seat plate 1 is pressed downward, the adjustment block 5 will be squeezed downward through the connecting column. The clamping arm 3, the upper end of the clamping arm 3 is in contact with the upper seat plate 1, and when the upper seat plate 1 is subjected to lateral vibration, the clamping arm 3 will be squeezed, and the squeezed single clamping arm 3 will rotate around the hinge with the lower seat plate 2, so that the adjustment block 5 moves upward, and at this time the adjustment block 5 will squeeze the natural rubber block 6 to achieve a shock-absorbing effect. Conversely, when the upper seat plate 1 is pressed downward, the adjustment block 5 will be squeezed downward through the connecting column, and the adjustment block 5 can also make the clamping arm 3 more clamp the upper seat plate 1 through the above structure, so as to achieve the effect of reducing the lateral shaking of the upper seat plate 1;

[0062] In order to further reduce the vibration of the upper seat plate 1, the present invention provides a buffer tube 41 between the contact rod 32 and the chassis 4, and the buffer tube 41 is filled with damping fluid. Figure 5 As described, when the contact rod 32 moves to the left, it pulls the inner tube 43 located in the left chamber to move, and the inner tube 43 pulls the piston 45 to move. Since the left side of the piston 45 is covered with damping fluid, the left chamber and the right chamber are connected, so the damping fluid in the left chamber will enter the right chamber through the through hole. This process is slow, so it can achieve shock absorption of the clamping arm 3, that is, shock absorption of the upper seat plate 1. Furthermore, since an annular groove 44 is provided inside the chassis 4, and the annular groove 44 is connected to the outer tube 42, the damping fluid on the side of the clamping arm 3 that is subjected to force will enter the buffer tube 41 on the side that is not subjected to force or is subjected to less force, which is opposite to the above process, that is, entering the left chamber from the right chamber. The damping fluid will push the piston 45 to move to the side away from the contact rod 32, further increasing the clamping force and reducing the shaking of the upper seat plate 1.

[0063] The above shows and describes the basic principles, main features and advantages of the present invention. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments. The above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A seismic isolation bearing for a bridge, comprising an upper seat plate (1) and a lower seat plate (2), wherein the lower seat plate (2) is hollow inside. It is characterized in that Also includes: Clamping arms (3), the number of the clamping arms (3) being at least two and being located inside the lower seat plate (2) and being hinged to the lower seat plate (2); the clamping arms (3) being in close contact with the upper seat plate (1); A chassis (4), wherein a through hole is formed on a side wall of the chassis (4), and a clamping arm (3) is placed inside the through hole; An adjusting block (5), the adjusting block (5) being located inside the chassis (4) and being hinged to the clamping arm (3), and the interior of the adjusting block (5) being hollow; A natural rubber block (6), the natural rubber block (6) being located between the bottom plate (4) and the upper seat plate (1) and fixedly connected; A connecting column, one end of which is clamped with the adjustment block (5) and the other end of which is fixedly connected with the upper seat plate (1); The clamping arm (3) comprises: A contact plate (31), wherein a front end of the contact plate (31) is provided with rubber; A contact rod (32), wherein the contact rod (32) is hinged to the contact plate (31) and the lower seat plate (2) respectively; A connecting rod (33), one end of which is hinged to the contact rod (32), and the other end of which is hinged to the adjustment block (5); The regulating block (5) comprises a regulating block body (51) and side edges (52), two side edges (52) form a group, and the regulating block body (51) is hollow inside; The inner diameter of the through hole is greater than the diameter of the connecting rod (33); A buffer tube (41) is provided between the contact rod (32) and the chassis (4), and the buffer tube (41) comprises: An outer tube (42), the outer tube (42) being fixedly connected to the chassis (4); the interior of the outer tube (42) is divided into a left chamber and a right chamber; the left chamber and the right chamber are in communication; An inner tube (43), one end of the inner tube (43) extends out of the outer tube (42) and is hinged to the contact rod (32), and the other end of the inner tube (43) is fixedly connected to a piston (45); An annular groove (44) is provided inside the chassis (4), and the annular groove (44) is communicated with the outer tube (42); A sliding groove is provided on one side of the contact rod (32); One end of the connecting rod (33) hinged to the contact rod (32) is lower than the end hinged to the adjustment block (5); Bolts (7) are fixedly connected to the upper seat plate (1); When the contact rod (32) moves to the left, it pulls the inner tube (43) located in the left chamber to move, and the inner tube (43) pulls the piston (45) to move. Since the left side of the piston (45) is filled with damping fluid, the left chamber and the right chamber are connected, so the damping fluid in the left chamber will enter the right chamber through the through hole. This process is slow, so it can achieve shock absorption of the clamping arm (3), that is, it can achieve shock absorption of the upper seat plate (1). Furthermore, since an annular groove (44) is opened inside the chassis (4), the annular groove (44) and The outer tube (42) is connected, so the damping fluid on the side of the clamping arm (3) that is subjected to force will enter the buffer tube (41) on the side that is not subjected to force or is subjected to less force, which is opposite to the above process, that is, from the right chamber into the left chamber. The damping fluid will push the piston (45) to move to the side away from the contact rod (32), further increasing the clamping force and reducing the shaking of the upper seat plate (1). After the shaking is reduced, each clamping arm (3) is subjected to the force of the adjustment block (5), so that the damping fluid inside the buffer tube (41) gradually returns to its original state.

Images